maltby



(No Model.) 2 Sheets-Sheet 1.

S. MALTBY.

OSGILLATING ENGINE. No. 365,267. Patented June 21,1887

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(No Model.) 2 Sheets-Sheet 2.v

S. MALTBY.

OSCILLATING ENGINE.

No. 365,267. Patented June 21 1887.

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NITE STATES SIDNEY MALTBY, OF WASHINGTON, DISTRICT OF COLUMBIA.

OSCILLATING ENGINE.

SPECIFICATION forming part of Letters Patent No. 365,267, dated June 21,1887.

ApplieationfiledSeptember 3,1886. Serial No.2l2,fi14. (NomodeL) To allwhom it may concern.-

Beit known that I, SIDNEY MALTBY, a citizen ofthe United States,residing at Vashing ton, in the District of Columbia, have inventedcertain new and useful Improvements in Oscillating Engines; and I herebydeclare the following to be a full, clear, and exact description of theinvention, such as will enable others skilled in the art to which itappertains to make and use the same, reference being had to theaccompanying drawings, and to the letters or fignres of reference markedthereon, which form a part of this specifica tion.

This invention relates to the class of engines shown and described inLetters Patent No. 301,378, issued to me on July 1, 1884; and itconsists in the novel construction and combination of theparts,hereinafter fully described and claimed, by which the valve facesare adjusted, )acked, and lubricated.

This invention may also be applied tomany other engines besides the onedescribed in the above-mentioned patent-as, for instance, the engineshown and described in Letters Patent No. 301,379, issued to me on July1, 1884.

In the drawings, Figure 1 is a vertical section through theengine-cylinder, Valve, and other parts. Fig. 2 is a side view of thevalve face,which works next to the cylinder. Fig. 3 is a crosssectionthrough the valve, taken on the line as a; in Fig. 1. Fig. 4 is aperspective view of aportion of one of the packing-rings,showing themethod of making thejoint. Fig. 5 is a section through the valve, takenon the line 3/ y in Fig. 3. Fig. 6 is a side view ofthe crosshead andguides. Fig. 7 is a cross-section through the same, taken on the line 2z in Fig. 6.

A is the cylinder provided with steamports a. Bis the engine-frameprovided with bearings b b for supporting the cylinder. 0 is the backplate of the valve, provided with a long sleeve, 0, projecting from itand journaled in the bearing b. D is the valve for regulating thedistribution of steam. These parts will be more particularly describedhereinafter.

The cylinder A is provided with a trunnionshaft, a, which is journaledin the sleeve c,and is secured to the cylinder between the steamports aby means of the key a which is driven through the tapering end of thesaid shaft and through the metal of the cylinder. The cylinder isfurther provided with the trunnion a, which is journaled in the bearing1). In order that the faces of the valve may be adjusted with thegreatest accuracy, the trunnion-shaft a is provided with the taper keya", which passes through the keyway a" and bears upon the end of thesleeve 0. \Vhen driven up tightly,this key a causes the valve-faces tobe tightly compressed between the cylinder and the back plate. A secondtaper key, a, is provided and passes through the keyways a in the shaftand e in the sleeve. This key a acts in a reverse manner to the key a",and when driven up tightly causes the cylinder and back plate to moveapartand free the valve-faces from pressure.

The method of adj nsting the valve-faces is as follows: The key a isfirst driven up,so that the valveis compressed tightly between thecylinder and back plate. The key a" is then driven up and causes atensile strain to come upon the shaft a, between the keys, and acompressive strain upon the sleeve 0,also between thekeys. These tensileand compressive strains between the keys neutralize the tensile andcompress ive strains on the shaft and sleeve, between key a and theengine-cylinder, due to the first tightening up of the key a". Thevalve'faces are thus relieved of pressure, but still remain in closesteam-tight contact with the faces of the cylinder and back plate. Thestrains caused by the keys come upon lines parallel with the axis of theshaft and at right angles to the valvefaces, which are therefore adjnsted with the greatest accuracy, and the strains on the shaft andsleeve between the keys hold the said parts as firmly connected togetheras if they were formed of a single piece of metal.

The valve D is provided with ports d d (2 11, which pass through it,with the reliefcavi ties connected with the through-ports on oppositesides of the valve center, and with the steam-passages d andexhaustpassage d5, as shown and described in the aforesaid LettersPatent No. 301,378. The outside of the lower part of the valve is formedradial to the trunnion-shaft and rests in a similar radial bearing, N,on the frame 13. This bearing b" is provided with a slot, b throughwhich the belt 1) passes and connects the valve securely to the frame.The slot 1) allows the valve to be accurately set by turning it upon itsaxis in either direction required before the bolt b face, to prevent anywater which may pass between them and the parts they work against fromdropping on the floor. Grooves e are formed in each valve-face and inthe faces which the valve works against, each groove being one-half thewidth of a packing-ring in depth and considerably wider than thethickness of the ring.

Each packing-ring has a wedge-shaped cut, 6', the edges 0 of which aredovetailed; A wedge, e, having dovetailed edges e, fits into the cut e.This completes the ring-and causes the outside of it to bear firmly onthe joint which it covers and prevents all water from passing throughit. The edges of the rings bear upon the bottoms of the grooves e andfurther secure thejoints from leak. There is very little wear on thepacking-rings E; but if it should ever be necessary to set them up theycan be expanded by taking out the wedge e and inserting one slightlylarger.

If desired, the rings can be spring-piston rings provided with theordinary lap at their joints.

In order to remove the water which may accumulate in the grooves ebehind the rings, I provide a hole, f, in the valve having an annulargroove, f connecting with the groove e, and I connect the hole f withthe exhaustpassage d by means of the hole f.

G is a bush of hard metal forced into the central hole of the valve andforminga bearing for thetrunn'ion-shaft. Small holes gare formedin thebush for the passage of oil or other lubricant. These holes connect withthe annular groove 9, formed in the valve behind the bush. A pipe, isscrewed into the metal of the valve behind the groove 5 and passesthrough the steam-passage to the outside of the valve. The outer end ofthis pipe is expanded into the hole in the valve, or otherwise packed,so that no steam can get past it, and an elbow, g, is screwed onto theend of the pipe so that a lubricator can be attached.

The oilwhich passes through the bearingbush G will lubricate thevalve-face also; but, if desired, holes 9 may be formed to connect thevalve-faces with the annular grooves g direct.

In order to prevent any water from remaining in the grooves e, whichmight freeze and burst the valve, I provide a hole, h, through the boltI) and connect the end of it with the grooves e by means of thecross-holes h. The end of the hole It is closed by the drain cock h", orany suitable plug.

I is the engine cross-head secured by the key 1' upon the end of thepiston-rod and pro vided with tapering gibs z. The outside surfaces ofthe gibs are turned, and the guides J are bored out concentric with thecylinder, so that the cross-head may have a slight rotary motion andaccommodate itself to the wristpin i, which is journaled in thecross-head between the gibsshould the wristpin or crankshaft be slightlyout of line horizontally. A plate, i, is secured to the crosshead by thescrew-bolt i and the plate is provided with the slots 2'. I Screw-boltsj pass through the slotsj and are screwed into the gibs i. When theguides become worn, the boltsj are slackened and the gibs moved to takeup the play between them and the guides, which are secured to andoscillate with the enginecylinder.-

It will be seen that the means for adjusting the valve faces areapplicable also when the valve is oscillated or revolved and thecylinder and back plate remain stationary.

The trunnion a and shaft a are not placed centrally between the ends ofthe cylinder, but lower down toward the end where the guides are, sothat the guides and cylinder may be balanced and the travel of the valveincreased with the same throw of crank.

v What I claim is- 1. The combination of two parallel bearing plates orfaces provided, respectively, with a central shaft and a sleeve fittingover the shaft,

a valve or bearing interposed between the said faces, a taper keypassing through the shaft and bearing on the end .of the sleeve, and asecond taper key passing through the shaft and sleeve for neutralizingthe strain upon the valve or bearing produced by the aforesaid key.

2. The combination of two parallel bearing faces provided, respectively,with a central shaft and a sleeve fitting over the shaft, a valveprovided with through-ports interposed between the said faces, uponwhich the steam entering the said ports acts with equal pressure, ataper key passing through the shaft and bearing on the end of thesleeve, and a second taper key passing through the shaft and sleeve forneutralizing the strain upon the valve produced by the aforesaid key.

3. The combination of a valve provided with a central shaft-bearing, andhaving a portion of -ring inserted in'the said grooves and pressingoutward upon the joint between the faces.

5. The combination of a valve and a bearing-face having relative motionabout a common axis and corresponding circumferential i grooves in theirmeeting faces, with a packingring inserted in the said grooves, and awedge having dovetailed edges fitting a cut in the ring and pressing itoutward upon the joiift between the faces.

6. The combination of a valve and a bearing-face having relative motionabout a common axis and provided with steam and exhaust passages, andwith corresponding circumferential grooves in their meeting faces, witha pack iugring inserted in the saidgrooves and pressing outward upon thejoint between the faces, and a drain-passage through the valveconnecting the exhaustpassage with the space in the groove behind thepackingring.

7. The combination of a valve having a steam-passage in it and providedwith a central hole and an annular groove in the metal round the hole, abearing-bush forced into the central hole of the valve and having holesthrough it connecting with the annular groove, and a lubricating-pipeconnecting the said annular groove with the exterior surface of thevalve and passing through the steam-passage without permitting the steamto escape.

8. The combination of a valve and a bearing-surface having relativemotion about a common axis and corresponding circumferential grooves intheir meeting faces, with a packingring inserted in the said grooves, aframe supporting the valve, a bolt-for clamping the valve to the frameand having a hole through it, a cross-hole connecting the end of thebolt with the space in the groove behind the packingring, and a cock orplug for closing the hole in the bolt.

9. The combination, in an oscillating engine, of guides secured to andbored out concentric with the cylinder, a cross-head secured to thepiston-rod and provided with adjustable gibs revolublc betweentheguides, and a wrist pin journaled in the cross-head between the saidgibs.

In testimony whereof I affix my signature in presence of two witnesses.

SIDNEY MALTBY.

\Vitnesses: HERBERT 1V. T. J ENNER,

\ B. LEWIS BLACKFORD.

